US20230031989A1 - Reinforced leading edge section for an aircraft - Google Patents
Reinforced leading edge section for an aircraft Download PDFInfo
- Publication number
- US20230031989A1 US20230031989A1 US17/874,604 US202217874604A US2023031989A1 US 20230031989 A1 US20230031989 A1 US 20230031989A1 US 202217874604 A US202217874604 A US 202217874604A US 2023031989 A1 US2023031989 A1 US 2023031989A1
- Authority
- US
- United States
- Prior art keywords
- leading edge
- edge section
- aircraft
- inner reinforcement
- outer skin
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Pending
Links
- 230000002787 reinforcement Effects 0.000 claims abstract description 27
- 239000002131 composite material Substances 0.000 claims description 5
- 239000007769 metal material Substances 0.000 claims description 2
- 238000003466 welding Methods 0.000 claims description 2
- 238000004519 manufacturing process Methods 0.000 description 4
- 230000006978 adaptation Effects 0.000 description 1
- 238000010276 construction Methods 0.000 description 1
- 230000003203 everyday effect Effects 0.000 description 1
- 230000010354 integration Effects 0.000 description 1
- 239000000463 material Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 239000003381 stabilizer Substances 0.000 description 1
- 238000006467 substitution reaction Methods 0.000 description 1
- 230000008719 thickening Effects 0.000 description 1
Images
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/10—Shape of wings
- B64C3/16—Frontal aspect
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/28—Leading or trailing edges attached to primary structures, e.g. forming fixed slots
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C3/00—Wings
- B64C3/26—Construction, shape, or attachment of separate skins, e.g. panels
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64C—AEROPLANES; HELICOPTERS
- B64C5/00—Stabilising surfaces
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D45/00—Aircraft indicators or protectors not otherwise provided for
- B64D2045/0095—Devices specially adapted to avoid bird strike
Definitions
- the present invention relates to a leading edge configuration for an aircraft.
- Certification regulations governing certain categories of aircraft require that, in the event of damage to a component caused by collision with a bird, the aircraft has to be capable of maintaining flight long enough to reach a landing site.
- conventional aircraft lifting surfaces are configured to both withstand the bird strikes and fulfilling the aerodynamic requirements.
- the integration of these both functionalities results in a secured, but heavy design of the leading edges of the aircraft that ensure that there is no affectation of the primary structure allocated behind the leading edges.
- aircraft aerodynamic surfaces such as wings or stabilizers (a Horizontal Tail Plane (HTP) or a Vertical Tail Plane (VTP)), comprises leading edges 30 with increasing thickness in order to reach the maximum value in their outermost parts (the so-called D nose), which is the critical area from the impact point of view.
- HTP Horizontal Tail Plane
- VTP Vertical Tail Plane
- FIG. 1 shows a state of the art aircraft aerodynamic surface having a leading edge 6 , a trailing edge 7 and several spars 8 in-between.
- the leading edge 6 comprises several composite plies 9 laid up to engross the leading edge 6 area, resulting in a heavy part.
- the present invention overcomes the above mentioned drawbacks by providing a leading edge section for an aircraft with a reduction in weight and cost.
- An object of the present invention is to provide a leading edge section for an aircraft that minimizes the weight and cost required in its manufacturing, at the same time that withstands a bird strike event.
- Another object of the present invention is to provide a leading edge section for an aircraft that is compatible with any manufacturing material.
- the present invention refers to a reinforced leading edge section for an aircraft that comprises an outer skin formed with an aerodynamic leading edge profile, and an inner reinforcement arranged internally with respect to the outer skin along the span of the leading edge section.
- the inner reinforcement comprises a base with a C-shaped configuration joined to the outermost part of the outer skin, and a web having a free end and an opposite end joined to the base. The web is extended in a direction transverse to the direction of the span of the leading edge section.
- the invention provides a new section with a more resistive structure (mass) incorporated in the forward area of the leading edge, resulting in a section capable of absorbing more energy from a bird impact.
- the new leading edge section offers a part with reduced weight and manufacturing cost due to the simplification of the design.
- the thickness changes in the leading edge will be avoided by adding an inner reinforcement along the D nose forward area.
- this configuration increases the inertia for the critical impact direction, adding the reinforcement just in the most important area.
- FIG. 1 shows a schematic view of a state of the art leading edge provided with a thickening in its outermost area.
- FIG. 2 shows a schematic view of a leading edge section, according to a first embodiment of the present invention.
- FIG. 3 shows a schematic view of a leading edge section, according to a second embodiment of the present invention.
- FIG. 4 shows an aircraft equipped with the leading edge section of the invention.
- FIG. 2 shows a reinforced leading edge section ( 1 ) for an aircraft that comprises an outer skin ( 2 ) and an inner reinforcement ( 3 ).
- the outer skin ( 2 ) is formed with an aerodynamic leading edge profile.
- the inner reinforcement ( 3 ) is arranged internally with respect to the outer skin ( 2 ) along the span of the leading edge section ( 1 ).
- the inner reinforcement ( 3 ) comprises a base ( 3 ′), and a web ( 3 ′′) with a free end ( 3 ′′ a ) and an opposite end ( 3 ′′ b ) joined to the base ( 3 ′).
- the base ( 3 ′) has a C-shaped configuration and it is joined to the outermost part of the outer skin ( 2 ).
- the web ( 3 ′′) is extended in a direction transverse to the direction of the span of the leading edge section ( 1 ).
- the invention provides a leading edge section with an improved impact behavior, a reduced weight, and easier manufacture due to the avoidance of thickness changes.
- the reinforced leading edge section ( 1 ) further comprises one pair of secondary reinforcements ( 4 ) attached to both ends of the base ( 3 ′) of the inner reinforcement ( 3 ) to maximize the forward mass.
- the secondary reinforcements ( 4 ) are preferably radially extended towards the free end of the web ( 3 ′′ a ).
- the web ( 3 ′′) of the inner reinforcement ( 3 ) is extended towards the rear part, the leaving a marginal distance to avoid any contact of the inner reinforcement ( 3 ) with the front spar ( 8 ) in the event of a bird strike.
- the thickness and/or height of the inner reinforcement ( 3 ) is at least twice the radius of the leading edge section ( 1 ).
- the thickness of the base ( 3 ′) of the inner reinforcement ( 3 ) is different from the thickness of the web ( 3 ′′) in order to optimize the construction of the part.
- the inner reinforcement ( 3 ) is made of metallic or composite material.
- the inner reinforcement ( 3 ) is attached to the outer skin ( 2 ) by riveting or welding when the leading edge section ( 1 ) is metallic, or by riveting, cobonding, or cocuring when the leading edge section ( 1 ) is of composite material.
- FIG. 4 shows an aircraft 10 equipped with the leading edge section ( 1 ) as described in the wings, the HTPs and the VTP.
Landscapes
- Engineering & Computer Science (AREA)
- Aviation & Aerospace Engineering (AREA)
- Mechanical Engineering (AREA)
- Moulding By Coating Moulds (AREA)
Abstract
Description
- This application claims the benefit of the European patent application No. 21382712.4 filed on Jul. 29, 2021, the entire disclosures of which are incorporated herein by way of reference.
- The present invention relates to a leading edge configuration for an aircraft.
- Bird strike collisions during flight, take-off and landing happen every day, jeopardizing people and aircraft integrity.
- Certification regulations governing certain categories of aircraft require that, in the event of damage to a component caused by collision with a bird, the aircraft has to be capable of maintaining flight long enough to reach a landing site. For that, conventional aircraft lifting surfaces are configured to both withstand the bird strikes and fulfilling the aerodynamic requirements. The integration of these both functionalities results in a secured, but heavy design of the leading edges of the aircraft that ensure that there is no affectation of the primary structure allocated behind the leading edges.
- Nowadays, aircraft aerodynamic surfaces, such as wings or stabilizers (a Horizontal Tail Plane (HTP) or a Vertical Tail Plane (VTP)), comprises leading edges 30 with increasing thickness in order to reach the maximum value in their outermost parts (the so-called D nose), which is the critical area from the impact point of view.
-
FIG. 1 shows a state of the art aircraft aerodynamic surface having a leading edge 6, a trailing edge 7 andseveral spars 8 in-between. As shown, the leading edge 6 comprises several composite plies 9 laid up to engross the leading edge 6 area, resulting in a heavy part. - Therefore, it would be desirable to provide a new leading edge that reduces the weight and cost of traditional leading edge sections.
- The present invention overcomes the above mentioned drawbacks by providing a leading edge section for an aircraft with a reduction in weight and cost.
- An object of the present invention is to provide a leading edge section for an aircraft that minimizes the weight and cost required in its manufacturing, at the same time that withstands a bird strike event.
- Another object of the present invention is to provide a leading edge section for an aircraft that is compatible with any manufacturing material.
- The present invention refers to a reinforced leading edge section for an aircraft that comprises an outer skin formed with an aerodynamic leading edge profile, and an inner reinforcement arranged internally with respect to the outer skin along the span of the leading edge section. The inner reinforcement comprises a base with a C-shaped configuration joined to the outermost part of the outer skin, and a web having a free end and an opposite end joined to the base. The web is extended in a direction transverse to the direction of the span of the leading edge section.
- This way, the invention provides a new section with a more resistive structure (mass) incorporated in the forward area of the leading edge, resulting in a section capable of absorbing more energy from a bird impact.
- The new leading edge section offers a part with reduced weight and manufacturing cost due to the simplification of the design. The thickness changes in the leading edge will be avoided by adding an inner reinforcement along the D nose forward area. In addition, this configuration increases the inertia for the critical impact direction, adding the reinforcement just in the most important area.
- For a better comprehension of the invention, the following drawings are provided for illustrative and non-limiting purposes, wherein:
-
FIG. 1 shows a schematic view of a state of the art leading edge provided with a thickening in its outermost area. -
FIG. 2 shows a schematic view of a leading edge section, according to a first embodiment of the present invention. -
FIG. 3 shows a schematic view of a leading edge section, according to a second embodiment of the present invention. -
FIG. 4 shows an aircraft equipped with the leading edge section of the invention. -
FIG. 2 shows a reinforced leading edge section (1) for an aircraft that comprises an outer skin (2) and an inner reinforcement (3). The outer skin (2) is formed with an aerodynamic leading edge profile. The inner reinforcement (3) is arranged internally with respect to the outer skin (2) along the span of the leading edge section (1). - As shown in
FIG. 2 , the inner reinforcement (3) comprises a base (3′), and a web (3″) with a free end (3″a) and an opposite end (3″b) joined to the base (3′). The base (3′) has a C-shaped configuration and it is joined to the outermost part of the outer skin (2). The web (3″) is extended in a direction transverse to the direction of the span of the leading edge section (1). - This way, the invention provides a leading edge section with an improved impact behavior, a reduced weight, and easier manufacture due to the avoidance of thickness changes.
- As shown in
FIG. 3 and according to another preferred embodiment, the reinforced leading edge section (1) further comprises one pair of secondary reinforcements (4) attached to both ends of the base (3′) of the inner reinforcement (3) to maximize the forward mass. As shown, the secondary reinforcements (4) are preferably radially extended towards the free end of the web (3″a). - As in
FIG. 2 , the web (3″) of the inner reinforcement (3) is extended towards the rear part, the leaving a marginal distance to avoid any contact of the inner reinforcement (3) with the front spar (8) in the event of a bird strike. - According to another preferred embodiment, the thickness and/or height of the inner reinforcement (3) is at least twice the radius of the leading edge section (1).
- According to another preferred embodiment, the thickness of the base (3′) of the inner reinforcement (3) is different from the thickness of the web (3″) in order to optimize the construction of the part.
- According to another preferred embodiment, the inner reinforcement (3) is made of metallic or composite material.
- According to another preferred embodiment, the inner reinforcement (3) is attached to the outer skin (2) by riveting or welding when the leading edge section (1) is metallic, or by riveting, cobonding, or cocuring when the leading edge section (1) is of composite material.
- Finally,
FIG. 4 shows anaircraft 10 equipped with the leading edge section (1) as described in the wings, the HTPs and the VTP. - While at least one exemplary embodiment of the present invention(s) is disclosed herein, it should be understood that modifications, substitutions and alternatives may be apparent to one of ordinary skill in the art and can be made without departing from the scope of this disclosure. This disclosure is intended to cover any adaptations or variations of the exemplary embodiment(s). In addition, in this disclosure, the terms “comprise” or “comprising” do not exclude other elements or steps, the terms “a” or “one” do not exclude a plural number, and the term “or” means either or both. Furthermore, characteristics or steps which have been described may also be used in combination with other characteristics or steps and in any order unless the disclosure or context suggests otherwise. This disclosure hereby incorporates by reference the complete disclosure of any patent or application from which it claims benefit or priority.
Claims (7)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP21382712.4 | 2021-07-29 | ||
EP21382712.4A EP4124565A1 (en) | 2021-07-29 | 2021-07-29 | A reinforced leading edge section for an aircraft |
Publications (1)
Publication Number | Publication Date |
---|---|
US20230031989A1 true US20230031989A1 (en) | 2023-02-02 |
Family
ID=77168184
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US17/874,604 Pending US20230031989A1 (en) | 2021-07-29 | 2022-07-27 | Reinforced leading edge section for an aircraft |
Country Status (2)
Country | Link |
---|---|
US (1) | US20230031989A1 (en) |
EP (1) | EP4124565A1 (en) |
Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070138340A1 (en) * | 2003-08-27 | 2007-06-21 | Arafat Husam R | Protective skin for aircraft |
US20140133987A1 (en) * | 2012-07-17 | 2014-05-15 | Airbus Operations S.L. | Highly integrated leading edge of an aircraft lifting surface |
Family Cites Families (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
ES2329324B1 (en) * | 2007-03-30 | 2010-09-06 | Airbus España, S.L. | REINFORCED COMPOSITE MATERIAL AIRCRAFT ATTACK EDGE. |
CN103057690A (en) * | 2012-12-21 | 2013-04-24 | 中国商用飞机有限责任公司 | Airplane wing surface front edge structure |
-
2021
- 2021-07-29 EP EP21382712.4A patent/EP4124565A1/en active Pending
-
2022
- 2022-07-27 US US17/874,604 patent/US20230031989A1/en active Pending
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20070138340A1 (en) * | 2003-08-27 | 2007-06-21 | Arafat Husam R | Protective skin for aircraft |
US20140133987A1 (en) * | 2012-07-17 | 2014-05-15 | Airbus Operations S.L. | Highly integrated leading edge of an aircraft lifting surface |
Also Published As
Publication number | Publication date |
---|---|
EP4124565A1 (en) | 2023-02-01 |
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